Elastomerically articulated railway truck

ABSTRACT

A six-wheel railway truck includes a pair of transversely spaced longitudinally extending main side frames supported at their ends on the ends of two adjacent axles, and a pair of similarly spaced longitudinally extending auxiliary side frames supported at their one end on the third axle and at their other end on the main side frames between the two first mentioned axles by a horizontal elastomeric pad device. Between the middle axle and each of the end axles, each side frame supports a pair of elastomeric chevron springs with their compression axes inclined upwardly longitudinally of the truck toward each other, and a load supporting bolster between each of the respective axles has transversely extending tips supported on the chevron springs, and a body supporting center plate over the middle axle.

United States Patent Lich 1 Jan. 23, 1973 541 ELASTOMERICALLYARTICULATED 3,618,533 11 1971 Hirst ..l05/l96 x RAILWAY TRUCK 75Inventor: Richard L. Lich, Town and :"l'

Country Mo. sslstant ExammerHoward Beltran v Attorney-Bede" and Burgess[73] Assignee: General Steel Industries, Inc.,

Granite City, ll]. [57] ABSTRACT [22] Filed: Aug. 30, 1971 A six-wheelrailway truck includes a pair of transversely spaced longitudinallyextendin main side frames [21] Appl' 175312 supported at their ends onthe en s of two adjacent axles, and a pair of similarly spacedlongitudinally exl l Cl 10 /195, 105/197 A, tending auxiliary sideframes supported at their one 105/206 R end on the third axle and attheir other end on the [51] Int.Cl ..B6li 3/10, B6lf 5/08,B6lf 5/17 mainside frames between the two first mentioned [58] Field of Search..105/l95, 196, 197 A, 199 C, axles by a horizontal elastomeric paddevice. Between 105/206 R the middle axle and each of the end axles,each side frame supports a pair of elastomeric chevron springsReferences Cited with their compression axes inclined upwardlylongitudinally of the truck toward each other, and a load sup- UNITEDSTATES PATENTS porting bolster between each of the respective axles1,151,386 8 1915 Pilcher ..l05/196 has transversely x ing p supported nh 2,655,117 10/1953 Travilla ..l05/199C chevron springs, and a bodysupporting center plate 2,981,208 4/1961 Sinclair ..lO5/l97 A over themiddle axle, 3,250,23l 5/1966 Travilla et al.. ..l05/l96 3,342,l409/1967 Lich .105/196 X 9 Claims, 4 Drawing Figures PATENTEUJIJ 23 msSHEET 1 OF 3 INVENTOR RICHARD l LICH 1 INVENTDR RICHARD L. LICH WWATTORN 5 PATENTEDJAH23 I973 3,712,246

SHEET 3 OF 3 INVENTOR RICHARD L. LICH wWiM ATTORNEYS ELASTOMERICALLYARTICULATED RAILWAY TRUCK BACKGROUND OF THE INVENTION 1. Field of theInvention The invention relates to railway rolling stock and consistsparticularly in a six-wheel car truck having elastomeric chevron springssupporting the truck bolster on the side frames.

2. The Prior Art The prior art discloses the use of elastomeric chevronsprings for supporting a bolster of a two-axle, four-wheel truck on theaxle-supported side frames, but does not solve the problem of sosupporting the bolster in a three-axle truck in which the wheels at eachside must be vertically movable with respect to each other to compensatefor vertical irregularities in the track rails.

Conventionally sprung six-wheel freight trucks have includedconventional two-axle side frames supported on two of the axles, andsingle axle side frames each supported at its one end on the third axleand at its other end on the top chord of the corresponding twoaxle sideframe.

SUMMARY OF THE INVENTION The invention provides a three-axle truck inwhich bolster supporting rubber chevrons are supported on depressedcenter beam type side frames, to provide access for assembly anddisassembly of the bolster from the side frames, and in which singleaxle side frames are supported on two-axle side frames between themiddle axle journal box and the adjacent chevron spring, by anelastomeric device permitting tilting of the side frames with respect toeach other in their common longitudinal vertical planes as well aslimited relative longitudinal movement to compensate for variations indistance between the center chevron spring system on each side frameresulting from tilting of the side frames or differential deflection ofthe chevron spring assemblies on the respective side frames.

An object of the invention is to provide a six-wheel railway truck ofthe separate side frame and bolster type having noise and vibrationinsulation superior to any presently known trucks of this type.

A further object is to provide, in a six-wheel railway truck of the typein which the framing consists of a pair of separate side frames at eachside and a bolster mounted thereon, elastomeric means insulating all therelatively movable components of the framing from each other.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a top view of a truckembodying the invention.

FIG. 2 is a side elevational view partially sectionalized along line 22of FIG. 1.

FIGS. 3 and 4 are transverse vertical sectional views along line 33 and4-4 respectively of FIG. 1.

DESCRIPTION OF THE PREFERRED EMBODIMENT The truck has six wheels Imounted in spaced pairs on axles 3, 4, 5, the ends of which arerotatably received within the usual bearings 7.

A pair of cast steel side frames 9, each comprising a box section beamdepressed as at 11 intermediate its ends and formed at its ends withdownwardly open pedestal jaws 17 in which are fixedly received bearings7 of end axle 3 and middle axle 4.

Auxiliary side frames 19 are also generally of box section depressed asat 21 intermediate their ends and formed at their end remote from middleaxle 4 with downwardly open pedestal jaws 27, in each of which isfixedly received one of the bearings 7 on end axle 5. The box sectionauxiliary side frames 19 slope upwardly longitudinally inwardly ofdepression 21 to from an extension 29 of generally downwardly openchannel cross section extending over the middle axle end of main sideframe 9, receiving the end portion of the latter within its downwardlyopen channel opening, and terminating intermediate the ends of the mainside frame.

For supporting the end of each auxiliary side frame extension 29 on mainside frame 9, the inclined leg 31 of the latter nearest the middle axle4 is formed with an upwardly facing horizontal surface 33 surrounded byan upstanding rectangular rim 35, on its longitudinally inboard side,and the extremity of extension 29 is formed with a correspondingdownwardly facing horizontal surface 37 bounded by a depending rim 39.Between surfaces 33 and 37 is interposed a sandwich device comprising aplurality of flat horizontal elastomeric pads 41 and metal plates 43bonded to the outer and intermediate horizontal surfaces of the pads, soas to permit relative tilting between the main and auxiliary side framesthrough vertical distortion of the pads and limited relativelongitudinal movement between the main and auxiliary side frames throughhorizontal shear in the elastomeric pads.

The inclined end portions of each main side frame and auxiliary sideframe are formed respectively with abutments 45 extending generallyupwardly from the ends of side frame depressed portions 11 and 21 andslightly inclined toward the ends of the respective side frames. Theabutments 45 adjacent the middle axle on the main side frames underlieand form a support for side frame pad support surfaces 33. Thetransverse faces of abutments 45 are of shallow V-shape in plan, withtheir apices pointed toward each other in the respective side frames,and chevron springs, each comprising a plurality of V-shaped elastomericpads 47 interleaved by and bounded by V-shaped metal plates 49, areseated on abutments 45.

Each of a pair of transversely extending sub-bolsters 51 is formed atits end with slightly inwardly and downwardly sloping depressions 53,V-shaped in plan in both of their sides and the sub-bolster ends arepositioned between the opposing chevron springs 47, 49 on the respectiveside frames. Plates 49 of chevron springs 47, 49 are received indepressions 53 to provide a resilient support for the sub-bolsters onthe respective For swivelly supporting a car body on the truck, a truckcenter comprising a pair of transversely spaced longitudinally extendingbeams 55 rigidly connected midway between their ends by a pair oftransverse beams 57 is rigidly supported on sub-bolsters 51 by the endportions of beams 55 which are positioned thereon by pairs of opposingflanges 59 depending from the ends of beams 55 and embracing therespective subbolsters 51 to form with the latter a rigid bolster. Acentral bearing 60 of the type disclosed in J. C. Travilla U.S. Pat. No.2,655,117 is formed integrally with transverse beams 57 to provide aswivel support for a mating member (not shown) on a car body.

Whenever either wheel on axle 5 becomes vertically disaligned from thecorresponding wheels on axles 3 and 4, due to a low or high spot in atrack rail, the respective auxiliary side frame 19 will pivot verticallyslightly on sandwich device 41, 43 and the end of bolster 51, 55, 57supported on the auxiliary side frames will be raised or loweredslightly, as the case may be, subject to the yieldability of the chevronsprings, causing the entire bolster to tilt longitudinally about itssupport on the chevron springs carried by the main side frames. Thelongitudinal yieldability in shear of sandwich devices 41, 43, by whichthe auxiliary side frames are supported on the main side frames, permitssufficient relative longitudinal movement between these members tocompensate for any foreshortening or lengthening of the distance betweenthe chevrons on the respective side frames resulting from suchlongitudinal tilting.

To effect equal distribution of the weight to the three axles, thedistance of elastomeric sandwiches 41, 43, which support the auxiliaryside frames on the main side frames, from the center of the chevronspring systems on the auxiliary side frames, is twice the distance ofthe latter from axle 5, and the centers of the chevron spring systems onthe main side frames are the same distance from the middle axles as thecenters of the chevron spring systems on the auxiliary side frames.

To dampen vertical movements of the bolster on chevron spring systems47, 49, vertical snubbers 61 are connected between outboard brackets 63on the end of sub-bolsters 51 and similar brackets 65 on the depressedcenter portions 11 and 21 of the main and auxiliary side frames.

Trucks embodying the invention may be modified in various respects aswill occur to those skilled in the art and the exclusive use of all suchmodifications as come within the scope of the appended claims iscontemplated.

Iclaim:

1. A railway vehicle truck comprising three axles spaced apartlongitudinally of the truck, wheels mounted in transversely spaced pairson each of said axles, a pair of transversely spaced longitudinallyextending main side frames supported at their opposite ends on endportions of an end axle and of the middle axle, a pair of transverselyspaced longitudinally extending auxiliary side frames supported at oneend on the end portions of the other end axle and having their other endportions extending longitudinally past said middle axle over said firstside frames, substantially horizontal surfaces on said main side framesfacing upwardl fvl intermediate said middle axle and said first endaxle, at elastomeric pad elements seated on said upwardly facingsurfaces, said auxiliary side frame other end portions having downwardlyfacing surfaces seated on said elastomeric pad devices, each of saidside frames being formed intermediate its ends, with pairs oflongitudinally spaced generally transverse surfaces inwardly inclined inopposite directions longitudinally of the truck, elastomeric pad devicesseated on said side frame transverse surfaces, load supporting bolsterstructure extending longitudinally of the truck over the middle'axle andhaving transversely extending end portions supported directly on saidpad devices.

2. A railway vehicle truck according to claim 1 wherein said side frametransverse surfaces of each side frame are of V-shape in plan with theirapices pointing in opposite directions lengthwise of the truck.

3. A railway vehicle truck according to claim 2 wherein each saidbolster end portion is formed with a pair of transverse surfaces ofV-shape in plan downwardly and inwardly inclined and adaptedrespectively for spaced mating relation with said side frame surfaces,said pad devices being received between said spaced inclined surfaces ofsaid bolster end portions and said side frames.

4. A railway vehicle truck according to claim 3 wherein said pad devicesare of chevron shape.

5. A railway vehicle truck according to claim 4 wherein said pad devicesare sandwiches comprising elastomeric pads and metal plates.

6. A railway vehicle .truck according to claim 4, wherein said sideframes have depressed intermediate portions defined between upwardlyextending legs, said inclined transverse surfaces being formed on saidlegs in longitudinally spaced facing relation with each other.

7. A railway vehicle truck according to claim 6 wherein saidsubstantially horizontal surfaces are formed on the legs of said mainside frames adjacent said middle axle, said pad elements beingsupportedon said substantially horizontal surfaces between the inclinedtransverse surfaces on said last-names legs and the support of said mainside frames on said middle axle.

8. A railway vehicle truck according to claim 7 wherein said side framesare entirely open above said depressed intermediate portions tofacilitate applications and removal of said chevron pad devices and saidbolster structure thereto and therefrom.

9. A railway vehicle truck according to claim 6 wherein both ends ofsaid main side frames and the first named ends of said auxiliary sideframes mount journal boxes rotatably receiving the ends of therespective axles, said side frames being generally of box section, butsaid other end portion of said auxiliary side frames being at leastpartially of inverted channel cross section overlying receiving theadjacent ends of said main side frames.

1. A railway vehicle truck comprising three axles spaced apartlongitudinally of the truck, wheels mounted in transversely spaced pairson each of said axles, a pair of transversely spaced longitudinallyextending main side frames supported at their opposite ends on endportions of an end axle and of the middle axle, a pair of transverselyspaced longitudinally extending auxiliary side frames supported at oneend on the end portions of the other end axle and having their other endportions extending longitudinally past said middle axle over said firstside frames, substantially horizontal surfaces on said main side framesfacing upwardly intermediate said middle axle and said first end axle,flat elastomeric pad elements seated on said upwardly facing surfaces,said auxiliary side frame other end portions having downwardly facingsurfaces seated on said elastomeric pad devices, each of said sideframes being formed intermediate its ends, with pairs of longitudinallyspaced generally transverse surfaces inwardly inclined in oppositedirections longitudinally of the truck, elastomeric pad devices seatedon said side frame transverse surfaces, load supporting bolsterstructure extending longitudinally of the truck over the middle axle andhaving transversely extending end portions supported directly on saidpad devices.
 2. A railway vehicle truck according to claim 1 whereinsaid side frame transverse surfaces of each side frame are of V-shape inplan with their apices pointing in opposite directions lengthwise of thetruck.
 3. A railway vehicle truck according to claim 2 wherein each saidbolster end portion is formed with a pair of transverse surfaces ofV-shape in plan downwardly and inwardly inclined and adaptedrespectively for spaced mating relation with said side Frame surfaces,said pad devices being received between said spaced inclined surfaces ofsaid bolster end portions and said side frames.
 4. A railway vehicletruck according to claim 3 wherein said pad devices are of chevronshape.
 5. A railway vehicle truck according to claim 4 wherein said paddevices are sandwiches comprising elastomeric pads and metal plates. 6.A railway vehicle truck according to claim 4, wherein said side frameshave depressed intermediate portions defined between upwardly extendinglegs, said inclined transverse surfaces being formed on said legs inlongitudinally spaced facing relation with each other.
 7. A railwayvehicle truck according to claim 6 wherein said substantially horizontalsurfaces are formed on the legs of said main side frames adjacent saidmiddle axle, said pad elements being supported on said substantiallyhorizontal surfaces between the inclined transverse surfaces on saidlast-names legs and the support of said main side frames on said middleaxle.
 8. A railway vehicle truck according to claim 7 wherein said sideframes are entirely open above said depressed intermediate portions tofacilitate applications and removal of said chevron pad devices and saidbolster structure thereto and therefrom.
 9. A railway vehicle truckaccording to claim 6 wherein both ends of said main side frames and thefirst named ends of said auxiliary side frames mount journal boxesrotatably receiving the ends of the respective axles, said side framesbeing generally of box section, but said other end portion of saidauxiliary side frames being at least partially of inverted channel crosssection overlying receiving the adjacent ends of said main side frames.